Speed-control



c. A. RICHMOND.

SPEED CONTROL APPARATUS FOR RAILWAY CARS. APPLICATION FILED JUNE 20. I916. RENEWED AUG. 11,192!- 1,409,969. N Patented Mar.21,1922.'

3 MEETS-SHEET 1| II ZY C. A. RICHMOND. SPEED CONTROL APPARATUS FOR RAILWAY CARS. APPLICATION FILED was 20. 1916. RENEWED AUG. n. 1921.

P 3 SHEETS/$152. 5 *5 K a 42. MM 7" WW A c. A.'RlCHMOND-. SPEED CONTROL ARPARATUS FOR RAILWAY C ARS. APPLICATION FILED JUNE 20, I916, "RENEWED AUG. 11,192!- 1,409,969.

Patented Mar. 21, 1922.

3 SHEETS-SHEET 3- J M, Jl v E. y w

rran'r orrics.

' CARL A. RICHMOND, NEW] YORK, N. Y., ASSIGNOR TO THE GENERAL RAILWAY SIGNAL COMPANY, A CORPORATION OF NEW YORK.

SPEED-CONTROL APPARATUS FOR RAILWAY CABS.

Application filed June 20, 1916, Serial No. 104,718.

To ail 10/1 am it may concern:

Be it known that l, CARL A. R-IoHMoND, a citizen of the United States, residing at New York city, in the county of New York and State of New York, have invented certain new and useful improvements in Speed- Control Apparatus for Railway Cars, of which the following is a "full, clear, and exact specification. a

The principal object of my invention 1s to provide new and improved apparatus for a railway car adapted automatically to warn the oyxnzator, o to check the speed of the car, when another car on the same track is approached at an unsafe speed. Another object ol my invention is automatically to give warning or to control the speed 01 a railway car both in accordance with the presenrc of another car on the track and in accordanrc with the requirements imposed by permanent track conditions. Still another object of my invention is to initiate control of a car by approach to a car on the track ahead, and to continue such control in zn-cordance with apparatus arranged on the track to correspond to the requirements imposed by local track conditions. These and other objects of my invention will be made apparent in the following specification and claims taken in connection with the accompanying drawings. In these drawings I have illustrated three specific embodiments of my invention. Theinvention is defined in the appended claims, and in exemplification thereof, ll now describe the embodiments shown in the drawings.

Sign res 1, 2 and 3 are diagrams of the carcarried parts of respective embodiments of my invention.

Fig, .1 is an enlarged detail partly in section oi a portion of the apparatus shown in r 1g. 1.

Figures 4, 5 and 6 are diagrams of the track apparatus to go with Figures 1, 2 and 3, respectively.

Referring to Figs. 1 and 4:, the track comprises a sectionalized rail 8 and a continuous rail 9, the sections of the rail 8 being sepa rated by the insulators47, 47' and 17". The: fly-ball governor 10 is driven by bevel gears from the car axle 11 and displaces a bar 12 downwardly in correspondence with increase of speed. Bar 13 has a sliding connection with the bar 12 and the spring 1 1 tends to move them lengthwise away from each other Specification of Letters Patent.

on the car frame.

Patented Mar. 21, 1922.

Renewed. August 11, 1921. Serial No. 491,574.

into an elongated relation. Wedge 15 entering between rollers on the respective bars 12 and 13 brings them into shortened relation in opposition to the spring 1 1. I This wedge 15 is actuated by the lever 16, fulcruined at 17 The spring 18 acts on the lever 16 to thrust wedge 15 between the rollers when the lever 16 is not restrained by other means. The solenoid 19, when energized, restrains thelever' 16 against the spring 18.

Between the track rails 8 and 9 is a series of rail sections 20, 20 set obliquely as shown in Fig. at. At its lower end the lever 16 carries a pivoted dog 21 adapted to engage the rail section 20. This dog 21 is held by the shoulder 22 and it permits the lever 16 to be shifted across from the dotted lineposition shown in Fig. l to the full line position. Stops 23 carried by the car frame limit the movement of the lever 16 either way.

The car carries a control relay 24; normally energized by battery 28 through the contact 25 and shoe 26 and the armature 27 (circuit A). The contact 25 and shoe 26 are normally closed, but side ramps 30, 30 and 80 are placed at certain points. along the track and when the car passes such a side ramp 30, the shoe 26 is displaced to open circuit A as shown in Fig. 1. Associated with the ramp 3() is a battery 33 connected through the armature 32 ot the track relay 31 and through a resistance 84. lVhen the track relay 31 is energized and the contact shoe 26 engages the ramp 30 as shown in Fig. 1, a circuit is completed from rail 9 through battery 33, ramp 30, shoe26, control relay 24:, and contact 29 (circuit B), which continues the energization of control relay 2 1 while circuit A is broken at contact 25 and shoe 26. But when track relay 31 is tie-energized, its armature 32 drops and on the opening of contact 25 and shoe 26, the control relay 2 1 will be die-energized.

The control relay 24:, normally energized, maintains a circuit through its armature 35 and contact 36, battery 38 and green lamp G" (circuit C). When control relay 24: is deenergized, this circuit opens and the circuit of yellowlainp Y (circuit 1)) is closed at 35, 37. Also when control relay 24; is energized it maintains closed the circuit of solenoid 19 through the contacts 39, 40 (circuit E).

The movable bar 13 carries an insulated member with three contact terminals connected to the battery 41. Each such terminal is adapted to engage a corresponding stationary terminal if the bar 13 moves downwardly, and thus to close circuits respectivel through contacts 42 and warning signal (circuit F), and by a further downward movement throu h contacts 43 and service :brake actuator B (circuit G) and then by a still further downward movement through contacts 44 and emergency brake actuator EB (circuit The rails of each track section are connected by a respective battery such as 46, which normally energizes the corresponding track relay 31,thus holding its armature 32 closed. Presence of a car in the section will shunt the relay 31 so that it will drop its armature 32. When the armature 32 is closed, it applies the electromotive force of the battery 33 to the ramp 30 through a resistance 34, and also directly to another ramp 45. The disposition of these ramps and the other apparatus associated with the track is shown in Fig. 4.

Assumin that a car is in the block 47 47", it wil? de-energize track relay 31 and open circuit B at 32. Asume that a car approaches ram 30 from the left with its circuit A close the contact 25 and shoe 26 separating at ramp 30 will open circuitA and the control-relay 24 will drop its armatures, thus extinguishin the green lamp (circuit C) lighting the yellow lamp (circuit D) and tie-energizing solenoid'19 (circuit As the shoe 26 passes off from ramp 30, control relay 24 will remain de-energized, because circuit A will remain open at 27, even though it closes at 25, 26. The change from the green lamp to the yellow lamp will signify to the operator that whereas formerly his car was running free from control by a car ahead, it has now become subject to such control.

The de-energization of solenoid 19 permits spring 18 to throw lever 16 until dog 21 strikes and slides alon rail 20. This rail 20 being obliquely placed as shown in Fig. 2 permits the lever 16 to swing farther as the car proceeds, and to thrust the wedge 15 between the rollers on the bars 12 and 13, so as to'lower the bar 13 relatively to the bar 12. The position of the bar 12 is determined by the speed of the car through the fly-ball governor 10. Hence, it will be seen that the position of the bar 13 is determined conjointly or cooperatively by the speed responsive device 10 and the wedge 15. The effects of the, fly-ball governor 10 and the wedge 15 on the bar 13 are additiveor cumulative. For a. given position of the lever 16, a certain speed acting through the governor 10 will bring the bar 13 to a certain position, but the bar 13 will be brought to the same position at'a less speed after the lever 16 is farther advanced. By running slowly, the operator can cause governor 10 to raise bar 12 enough to offset the lowering of bar 13 by wedge 15. But if the operator does not slow down, then eventually, as a result of the action of the governor 10 and the wedge 15, contacts 42 will be closed and the alarm whistle WV will be actuated through circuit F; this will signify to the operator that unless his speed is promptly reduced, there will soon be an automatic service application of the brakes'through the closure of contacts 43 and energizationof circuit Gr. Further disregard b the operator of the warning W will result in a further displacement of the -bar 13 and cause a closure of contacts 44 and application of the emergency brakes through circuit H. But even though the wedge 15 is all the time lowering the bar 13 relatively to the bar 12, it is possible for the operator at any stage by slowing the car to cause the governor 10 to raise the bar 12 and thereby counter-act the efl'ect of the advancing wedge 15.

Finally the lever 16 following the rail 20 will move so far as to rest against the stop 23, which will enforce a very low rate of speed, and in this way the ramp 45 will be approached. If the car ahead still remains between insulators 47 and 47", ramp 45' will be dead and shoe 26 in passing over it will receive no energy to actuate control relay 24, and the car will only proceed at a very low speed until ramp 30' is reached. The resistance 34' is such that even if current from battery 33 be supplied through this ramp 30, it will not energize control relay 24 enough for it to pick up its armatures.

Assume. however, that when the car reached the ramp 45, the car ahead had vacated the block between the insulators 47 and 47. Under these circumstances, track relay 31 will be energized and ramp 45' will receive the full electromotive force of battery 33 and when the shoe 26 reaches the ramp 45, control relay 24 will be energized through circuit B, which will produce the following results. Armature 27 will close circuit A at one point 27, and circuit A will close completely at 25, 26 when the shoe 26 goes off the ramp 3(), so that the control relay 24 will continue thereafter to be energized from battery 28. Also the yellow lamp will be extinguished (circuit D) and the green lamp lighted (circuit (,3). be energized through circuit F thus withdrawing wedge 15, pe1'mitting spring 14. to raise bar 13 relatively to bar 12 and opening wide the contacts 42. 43 and 44. As the leyer 16 swings to the right (as viewed in Fig. 1), if there happens to be an intermediate rail section like 20 in the way. the dog 21 will jump over it. Thereafter the car can proceed free from control due to a car ahead until it reaches the ramp 30. If 130 The solenoid 1.9 will there happens to be a car in the block to the right of insulator 47", control will be imposed just as at 30, as previously'explaine'd. If there is no car in the block at the right of insulator 47", so that track relay 31 is energized, the current which will flow through ramp 30 and circuit B will energize control relay 24 sufliciently to hold up its arniatures, although as previously siated, this current through resistance 34 would not be enough to pick them up.

When the car runs free from control due to a car ahead, with solenoid 19 energized, and wedge 15 in its extreme position of mini mum influence, nevertheless there is a limiting maximum speed imposed, because even under the conditions stated, a high speed will cause the governor 10 to close one or more of the contactpairs 42, 43 and 44.

The side ramps such as 45 and 30 determine whether a control due to a car ahead shall be initiated; once such a control is initiated, its character is determined by the intermediate rail section 20 and this rail section may be installed with reference to the character of the block, thus in one case, the rail section 20 may be much steeper than the rail section 20 in another case. The rail section 20 enforces a more abrupt reduction of speed than does the rail section 20.

Referring now to the modification shown in Figs. 2 and 5, this differs from the modification of Figs. 1 and 4 in the means by which movement is imparted to the lever 16. The side ramps such as 45 and 30 and the circuits controlling them may be the same as heretofore considered.

The car carries a support 48 with a guide 49 for a transverse ratchet bar 50 which is connected by a link 51 to the lever 16. An escapement dog 52 pivoted on the support 48 normally holds the bar 50 in opposition to the spring 18, even when the solenoid 19 is de-energized. Normally the dog 52 is held as shown in Fig. 2 by the weight of the tappet 53. Raising of the tappet 53, as by going over a ramp 54, will rock the dog 52 and permit the spring 18 to advance the ratchet bar 50 half a notch. When tappet drops back on passing off of ramp 54, the dog 52 will complete one oscillation and permil the bar 50 to advance another half notch.

When running free from control due to a car ahead, the solenoid 19 holds the lever 16 as already described for Fig. 1 and holds the bar 50 to the right. Each time that tappet 53 contacts a ramp 54, the dog 52 performs one oscillation, but the energized solenoid 19 doesnot permit any displacement of the bar 50. However, when running subiect tc control due to a car ahead, each time the tappet crosses a ramp 54, the resulting oscillation of the dog 52 permits the bar 50 tostep one notch. to the left as viewed in Fig. 2.

The control of the car once being initiated by engagement with such a ramp as 45, is continued by the subsequent engagement with the successive ramps 54. If they are close together, the bar 50 takes frequentsteps and rapidly advances the wedge 15, correspondingly reducing the limiting speed of the titl". The character of the control in a block can be determined at all points along the block by the spacing of the ramps 54.

The minimum speed will be determined by the number of ramps 54 in a block, thus in the block to the left of insulator 47, there are only six ramps 54, but in the block to the right of insulator 47, there are seven ramps 54, thus enforcing a lower ultimate speed limit.

After running subject to control, when the shoe 26 contacts with an energized ramp 45', the solenoid 19 is energized as described for Fig. 1 and the lever 16 returned to normal position in the same way. The inclination of the teeth of the bar 50 permits its quick movement past the dog 52 to the right, the dog 52 oscillating rapidly during this movement.

At the right of Fig. 5 a curve is indicated, guarded at its entrance by a dead side ramp 74 and three middle ramps 54. Independently of the presence or absence of another train on the track, the dead ramp 74 will cause a release of lever 16 in the same manner as heretofore described, and the three middle ramps 54 will cut the speed down to a degree safe for rounding the curve. At the end of the curve is a per manently live ramp 75 which will relieve the car of automatic control in the same manner heretofore described.

Referring to Figs. 3 and 6, in the embodiment of my invention here disclosed, the track circuits are energized by alternating current from the mains 253 as shown in Fig. 6. The speed responsive device 10 carried by the car acts through the link 12 on one end of the lever 242 fulcrumed on the shaft 170. The other end of this lever 242 is pivotally connected at its lower end to two floating levers 244 and 244 side by side. In Fig. 3, the lever 242 is shown at two different places for the sake of clearness so as to bring each floating lever 244 and 244 and its associated parts into view in one drawing. G11 the shaft 146 (shown in section at two places in Fig. 5) are keyed two cams 240 and 241, respectively adapted to engage the upper ends of the two floating levers 244 and 244. The link 246 connects an intermediate point of the float ing lever 244 to the crank 229, which actuates the sector 231. The spring 230 holds the upper end of the floating lever 244 against the cam 240. Similarly the floating lever 244 is held to the cam 241 by the spring 230 and the movement of the floating lever 244 is communicated through link 2&6 and crank 229' to the sector 233. The ratchet wheel 55 is keyed on the shaft 146 and the spring 56 normally holds the stop 58 on the cam 2 10 against the abutment 57.

The bar 59 has a slot 60 through which passes the stem 61 connected to the core of solenoid 19. Whenever the solenoid 62 is energized, it raises the bar 59, the slot 60 permitting such movement to occur. The circuit of solenoid 62 is normally open, but will be closed whenever the shoe 63 engages ramp 54. \Vhen the solenoid 19 is de-energized it permits the spring 66 to throw the bar 59 over so that the pawl 64 can engage the ratchet wheel 55, and also permits the spring 67 to bring the pawl 65 in engagement with the ratchet wheel 55.

The buses shown in Fig. 33 extend from car to car and are connected on each car as shown in Fig. 3. In the upper left-hand part of Fig. 3 are shown two sets of can signals, each controllable by a switch 71 which is intended to be closed only when the train is operated from the corres onding cab. The stop relay S has a coil a for alternating current and a coil S for direct current, and control relay K is similarly constructed. As will be seen, later, three voltages of alternating current are employed in the coils l and K, and any one of those voltages will sustain or pick up the armatures of stop relay S, whereas only high voltage will pick up the armatures of con trol relay K, and only high voltage or medium voltage will sustain its armatures. The casing 726 has various brake and power control devices. The car-carried battery 26S supplies direct current through mains 275 and 283 for a number of circuits hereinafter to be mentioned. Further structural features of Figs. 3 and 6 will be pointed out in connection with the following descrip tion of the mode of operation of the device shown in those figures.

Case I .Assume that a train is proceeding on the track shown in Fig. 6 in the direction of the arrow on the block at the left of insulator 47, and that there is no train ahead. The circuits will be as shown in Figs. 3 and 6 and the ramp 68 will receive comparatively high electromotive force from the trans former secondary terminals 267 and 451 (circuit I). lVhen the side shoe 69 engages the ramp 68 it will complete circuit I through the primary 291 of transformer 70 (circuit J). The secondary 294 of transformer 70 will deliver its energy to the alternating current winding S of stop relay S (circuit K) also to alternating current winding K in multiple with S through armature 306 (circuit K). A multiple branch to circuits K and K contains inductance 302. (Circuit K".)

As the shoe 69 is raised by the ramp 68 it will open controller 759760 and thus open the normally energized direct current circuit with two multiple branches, one of them (circuit L) through armature 279 and direct current coil S of stop relay S, and the other branch (circuit L) through armature 2'86 and direct current coil K of control relay K. Whereas, before the shoe69 struck the ramp 68 the armatures of the stop and control relays S and K were u held by the direct current through their rect current coils, after the shoe 69 engages the ramp 68 and the direct current is cut oil at 759, 760, alternating current will be supplied to continue the action of sustaining the arinatures of said relays.

When the front wheels of the train pass to the right of insulator 17, they shunt the track relay 257 and it drops its armatures. Thus the ramp 68 receives comparatively medium potential from the transformer secondary between the terminals 267 and 459 and through the,armatures 264' and 262 (circuit M). This occurs while the shoe 69 is on the ramp 68, but medium electromotive force through the alternating current coils S and K sufliciently energizes them to continue holding up their armatures through circuits K and K.

Next the shoe 69 passes off the ramp 68, but before the circuits K and K are broken,

the direct current circuits L and L are reestablished at 759, 760 by the dropping of shoe 69 off the inclined end of the ramp 68. Accordin ly, the car goes on into the block at the rig t of insulator 4:7 with its control relay K and stop relay S energized as before.

Case I I .Assume that a train approaches the insulator 47 from the left and that another train is in the block 4747". This train ahead will de-energize track relay 257' so that its armature 264' will connect to transformer secondary terminal 266'. When the shoe 69 engages ramp 68 high electromotive force will be applied through circuit I as in Case I, and the operation will be the same to the point when the first pair of wheels pass the insulator 47. When these wheels shunt the track relay 257, it will drop its armatures and thereupon the ramp 68 will receive comparatively low electromotive force from the transformer terminals 267 and 266 through the armatures264 and 262 (circuit N). This'low potential current in circuits N, J K and K will be enough to keep the stop relay S holding its armatures, but not enough for the control relay K to hold up its armatures and accordingly, the five armatures of control relay K will drop, and continue down through the block 47- 47, because when the armature 286 drops, it opens direct current circuit L and accordingly this circuit will not be energized when the contacts 759, 760 close when the shoe 69 drops oil the ramp 68.

The opening of armature 306 opens circuit K; thereafter alternating current coil of control relay l; can-be energized only through circuit K, which comprises inductance 302. Only a comparatively high electromotive force through circuit K" can cause control relay ii to pick up its armatures.

The dropping 01f armature (500 closes a circuit through contacts T59, T60, armature 600. yellow lamp Y switch 71 and switch 72 (circuit 9). This yellow lamp will signity to the operator that hehas entered a block subject to control by a train in the next block ahead.

Previously, when the armature 364 was up, this closed a circuit through the green lamp G and switches 71 and 72 (circuit P). This green lamp signified that the car was free from control by train ahead. The dropping ot the armature 3% opens this circuit and cxtinguishes the green lamp.

The dropping of the armature e16 opens a multiple branch circuit through emergency brake controlling device EB (circuit Q). This apparatus EB is normally energized to withhold the application oil the emergency brake and on de-energization it operates to apply the emergency brake. Although the branch through the armature 116 opens at this time, another branch through armature 4-17 of stop relay S and through contacts 220 remains closed (circuit R).

The dropping ot armature 364i opens a circuit through the solenoid 19" (circuit S) thus permitting the springs 66 and 67 to bring the pawls 64 and into operative relationship with the ratchet wheel 55.

Every time the shoe 63 passes an'iiddle ramp 54, it closes the circuit of solenoid. 62 and moves the bar 59 up to drop bacc after the shoe 63 leaves the ramp 54-. l ihilethe solenoid 19 was energized, such movement was o't no etl-ect; after de-energization otsolenoid 19. one such cycle of movement oi bar 59 steps the ratchet wheel 55 around one notch clockwise as viewed in Fig. 3, against the tension of spring 56 and these steps are held by the pawl 65. Vfith the ratchet wheel turn the two cams 2&0 and 241 pushing the upper ends of the respectivevice 10 to move the lower ends of the float ing levers to the right as the cams 24:0 and 241 move their upperends to the left; thus the operator can neutralize the effect of the advancing cams 240 and 241 by reducing his speed. It is possible to proceed through a block in this way without producing any direct effect on the operation of the car as a result of the de-cnergization of solenoid 19.

Case [I[.-Following Case II, assume that the operator does not sufficiently reduce his speed in response to the indication of the yellow lamp Y. Cain 240 will turn farther and farther and e 'cntually the first shoulder on the sector 231 will close the contacts 213 and complete a circuit through the audible bus, warning whistle W switch 71 and switch 72' (circuit T). This warning whistle will signify to the operator that an automatic application of the brakes is immincnt, unless he reduces the speed.

Assume that he does notsufliciently reduce the speed; the cam 281 will move tarthcr and its second shoulder will close the contacts 214-, and thereby close a circuit through the service bus, the service brake ac tuating apparatus SB and switch 72 (circuit U). The energization of the device SB will produ e service application thebl'tl-liOS, thus ordinarily checking the speed. The actuation of the device SB will also close the contact 390 thus establishing a circuit through contact 390, the power control bus, and the device P (circuit V). This device 1? cuts oil the power from the driving motor of the car.

Assume, however, that the speed is not sui'liciently reduced by the service brakes; the ratchet wheel 55 will turn farther and the sector 233 will turn far enough to permit its shoulder to open. the contacts 220, thus opeuingrthe circuit ll. through emergency brake device EB and permitting an emergency application of the brakes. The release of the devicellB closes a circuit at e36 through the power control bus and the device l7 (circuit lV), which cuts oil the power the same as circuit V.

Stop 58 on cam 240i limits its rotatio clockwise by striking abutment 7 3. The corresponding extreme position of the upper end of tho float-ing lever 244 is such that the speed responsive device must stand at a speed as low as say ten miles an hour to prevent application of the service brakes. Ordinarily the cam will have approached or reached this position when the train reaches the end oi the block at the insulator 47.

Case ]V.Fol.lowing Case TH, assume that the train ahead remains in the block 4747. Accordingly the armature 262 will be down and the ramp 68 will not receive high potential current, and when the shoe 69 touches the ramp 68, the control relay K will not pick up its armatures. The raising of the shoe 69 on the ramp 68 will open the'yellow lamp circuit 0 at 7 59760 and the extinguishing of this yellow lamp without the lighting of the green lamp will signify to the operator that he has reached the end of the block, but is still subject to control by the train in the block ahead. The operator may wait for the block ahead to clear, with shoe 69 on the ramp 68 before his front wheels cross the insulator 47 or he may proceed at the low speed imposed by the advanced position of the cam 2.40. As soon as his front wheels pass the insulator 47 he will have this low speed imposed for the entire course through the block. If he waits on the shoe 68' until the train ahead passes out of the block 47 '-47 then the relay 257 will pick up its armatures and the ramp 68 will receive high potential cup- I'ent through a circuit corresponding to circuit I. This high potential current will sufficiently energize the alternating current coil K of the control relay K to pick up its armatures, thus re-establishing circuit K, and closing circuit L at 286 in readiness to be completed at 759-7 when shoe 69 passes ofi' from ramp 68. When armature 364 picks up, it lights the green lamp and energizes the solenoid 19, shifting the rod 59 to its inoperative position and disengaging the pawls 64 and 65 from ratchet wheel 55, permitting the spring 56 to restore the cams 240 and 241 to the position shown in Fig. 3. The raising of armature 600 opens circu1t O of the yel ow lamp and the raising of armature 416 closes branch circuit Q for the emergency brake apparatus EB.

Oase V.-Following Case III, assume that when the train approaches the insulator 47 the block 4747 has been vacated by the train ahead, but that this train ahead is now in the block immediately to the right of insulator 47". The ramp 68' will receive high electromotiveforce through armature 262 in its uppermost position and the control relay K will pick up its armatures with resulting effects as just described for Case IV and hold them up until the front wheels of the train cross the insulator 47 Then the track relay 257' will drop its armatures and the ramp 68' will receive low potential current through armatures 262 in its lowermost osition and 264 in its lowermost position.

hereupon the control relay K will again drop its armaturesand another cycle of operations will be started in block 47 --47-' similar to that heretofore described under Cases 11,- III and IV, for block 4747'.

Oase- VI.-An absolute stop will be enforced, as by a signal man, by opening the switch 438, thus depriving the ramp 68" of all energyl When the shoe 69 strikes a dead ramp 68", the direct current circuits and L open at 759-760 and the alternatmg current circuits K, K and K" receive no energy; hence the armatures of stop relay S drop, aswell as those of control relay K. This not only opens the branch circuit Q but also the branch circuit B, de-energiz ingemergency'brake actuator EB and thus applying the emergency brakes. To release them, the operator must close switch 440, thus closing a circuit through the reset bus, contacts 173-174, contact 445 and the direct current coil S of the stop relay S (circuit X). It willbe seen that this circuit can only be established by closing key 440, provided contacts 173-174 are closed, also provided contact 445 is closed. Contacts 173 and 174 are closed by the speed responsive device 10 only at very low speeds, say under eight miles per hour. Contact 445 is closed only when the emergency brake apparatus hasbeen actuated. The closing of the circuit X causes the stop relay S to pick up its armatures thus closing circuit L at 27 9 which holds stop rela S, and closing circuit R at 417 which ho ds the emergency brake device EB.

(Jase VII.In case it is desired to cut out a car for any reason, as that its apparatus is disabled, a casing 460 is broken and the rod 460 pushed into the casing 726 against the spring 461 and held by the pawl 465, catching a shoulder 464. This opens the contacts 272, 273, thus open circuiting the main car-carried battery 268, and depriving of energy all the direct currentcar-carried' circuits heretofore described. Also the bell 9 crank 463 actuated by the bar 460 acts mechanicallyto hold the emergency brake device EB in its normal position. After havingcut out a car in this way, to restore it, the key 446 isclosed, thus establishing a circuit through the reset bus and the magnet J (circuit Y), which picks up the pawl 465 permitting the s ring 461 to'restore the cut out bar 460. is releases the emergency brake device EB, permitting contact 436 to close circuit W, and cut off the power, also permitting bar 445 to close circuit X to energize thestop relay, which in turn closes circuit L at 279 to hold the stop relay and circuit R at 417 to holdthe emergency brake device EB.

Case V II] .'When it is desired to operate the train in unsignaled territory, that is over track not equipped as shown in Fig. 6, this is accomplished by shiftingv the switch 72. One effect is to interrupt the signal circuits, T for the Warning signal W, P for the green lamp G, and O for the yellow lamp Y, and also circuit U for the service brake actuator SB. Another effect of shiftin the switch member 72 is to close the pair of contacts 74, thus establishing a series circuit through the emergency device EB and also through the no signal indicator NS (circuit Z). The indicator NS keeps the operator reminded that he is runnin in unsignaled territory and the circuit keeps the emergency brake actuator EB restrained under all circumstances of such operation.

A Either the warning signal W or the Service brake actuator SB or the emergency means automatically to actuate it, the actuation being determined by the conjoint or additive effects of a speed responsive device 10 and another device influenced from the track-way as by the inclined rail sections 2i or the middle ramps 54. The automatic actuation of the safety appliance is normally restrained by solenoid 19 but this solenoid 19 may he released on an appropriate occasion through one of the side ramps 45 in F] p or 5 or 68 in Fig. 6. Once released, the automatic apparatus depends forits further actuation on the track apparatus, i. e. the inclined rails 20 in Fig. 4: or the middle track ramps 54 in Figs. 5 and 6. At all times the safety appliance is subject to a limiting speed enforced by the speed governor 10. The release of the solenoid 19 brings into action apparatus which progressively lowers the speed. limit enforced by the speed responsive device 10. The track apparatus determines the further operation of the car carried apparatus after release by solenoid 19. This track apparatus can be installed in various ways in various parts of the track so as to impose a control that will be appropriate to the associated part ofthe track.

What if claim is 1, In combination, a traclna car thereon, a safety appliance for excessive speed on the car, a speed responsive deviceon the car, a movabl member on th car, de ice and said member being connected coniointlv to actuate said appl ance, means perinanently and pelll'ltllfill jly conditioned in the tlflt j adapted. to move said member in correspondence with the progress the car (110113 the track, and means dei 'iendent on the position of another car on the tract: to establish an operative relationship between said member and said first mentioned means,

2. in combination, a track, a car tl'iereon, a safety appliance tor excessive speed on the ear including a speed responsivedevice and a movable member, said member being adapted to change through certain range and acting; conjoin' v wits; said device to actuate said applie thee, and means permanently fixed and permanently conditioned in the traclrray for changing; said member in accordance with the pro, css of the car along the tra k.

3. In combination, a track, a car thereon, a safety appliance for excessive speed onthe car, a'member on the car capable of changing through a certain range and adapted at a certain stage of its range to actuate said appliance and means partly on the car and partlyon the track adapted to change said member in. correspondence with the progress oi. the car along the track, said means on the track beingdiilerent at different parts oi the track in accordance with the local character off the track, wl ereby the change imparted to said member at each part oi the track will correspond therewith.

4:. In combination, a track, a car thereon, a safety appliance for one re speed on the car, a spe d responsive cle ice on the car operatively connected. to said appliance, means carried by tee car adapted progressively to modify the connection from said device to said appliance and means fixed and permanently conditioned in the -trackway adapted to engage said means on the car and actuatethe 5. In combination, a track, a car thereon, a satiety appliance for excessive speed. on the car, a speed responsive device on the car operatively connected to said appliance, means carried by the car adapted progressivcly tomodify the connection. from said device to said appliance and means on the tracl-c adapted to engage said means on the car and actuate the same, said means on the track being different "for different parts of the track in accordance with its localeharacter thereby to actuate the means on the car in correspondence with the character of the track.

6. In combination, a track, a car thereon, a safety appliance for excessive speed on the car, speed responsive device on the car connected to actuate said appliance on the attainment of a certain speed, means adapted to modify the connection so as to lower the critical speed progressivel as the car tr? 'els along the track, means fixed in the trackway to actuate said modifying means, and means to determine an operative relationship of said modifying means and said, means on the track.

7. In combination, a track, a car thereon, asafety'appliance for excessive speed on the car, means on the car adapted to change through a certain range and thereafter to actuate said appliance, means on the track adapted to be engaged by a part of said means on the car thereby to actuate said means on the cares it passes said means on the track, and other means adapted to determine whether as the car passes there shall. be an operative engagement between the means on the car andv the means on. the track.

8. In combination, a track, a car thereon, a safety appliance for excessive speed on the car, a speed responsive device on the car, a member on the car adapted. cooperatively with said device to actuate said appliance, means disposed along the track in correspondence with permanent track conditions,

means on the car having a part adapted to engage said track means in passing and thereby to actuate said member on the car, and means controlled by another train on the track to determine whether such engage-.

ment shall be operatively effective on the member.

9. In combination, a track, a car thereon, a safety appliance for excessive speed on the car, a member on the car adapted to actuate said appliance, means disposed along the track in correspondence with permanent track conditions, means on the car having a part adapted to engage said track means in passing and thereby to actuate said member on the car, and means controlled by another train on the track-to determine whether such engagement shall be operatively effective on the member.

10. In combination, a track, a car thereon, a safety appliance for excessive speed on the car, a speed responsive device on the car, a member on the car adapted cooperatively with said device to actuate said appliance, means disposed along the track in correspondence with permanent track conditions and means carried by the car having a part adapted to engage said track means in passing and thereby to actuate said member on the car.

11. In combination, a track, a car thereon, a safety appliance for excessive speed on the car, a speed responsive device on the car, a member on the car adapted to cooperate with said device to actuate said appliance, means disposed along the track in correspondence with permanent-track conditions, means carried by the car having a part adapted to engage said track means in passing and thereby to actuate said member on the car, said member being normally in inoperative relation to said appliance, means partly on the car and partly on the track to engage one another in passing to establish an operative relation of said member to said appliance and other means on the track to engage the means partly on the car to discontinue such operative relationship.

12. In combination, a track divided into blocks, a car thereon, a safety appliance for excessive speed on the car, a speed responsive device on the car, a member on the car adapted to cooperate with said device to actuate said appliance, means disposed along the track in each block in correspondence with the distinctive character of the block, and means carried by the car having a part adapted to engage said track means in passing and thereby to actuate said member on the car.

13. In combination, a track divided into blocks, a car thereon, a safety appliance for excessive speed on the car, a speed responsive device on the car, a member on the car adapted to cooperate with said device to actuate said appliance, means disposed along the track in each block in correspondence with the distinctive character of the block, means carried by the car having a part adapted to engage said track means in pass-- ing and thereby to actuate said member on to make or break an operative relationship of said means on the car to said member and means on the track thereafter to engage said means on the car thereby to actuate said member.

15. In combination, a track, a car thereon, a safety appliance for excessive speed on the car, a speed responsive device on the car, a member on the car adapted to cooperate with said device to actuate said appliance, members disposed in fixed position and condition along the track, and apparatus carried by the car comprising a part adapted to engage said members along the track in passing and thereby to. transmit an operative effect from said members along the track to said member on the car.

16. In combination, a track divided into blocks, a car thereon, a safety appliance for excessive speed on the car, a speed responsive device on the car connected to actuate said appliance, members on the track disposed in each block according to the character of the block and apparatus on the car having a part adapted to engage said members in the block in passing and thereby to modify the operative connection from said device to said appliance.

17. In combination, a track divided into blocks, a car thereon, a safety appliance for excessive speed on the car, a speed responsive device on the car connected to actuate said appliance, members on the track disposed in each block according to the character of the block, apparatus on the car having a part adapted to engage said members in the block in passing and thereby to modify the operative connection from said device to said appliance, and means at the entrance to each block also adapted to be engaged by a part of said apparatus on the car to determine whether the action of the members within the corresponding block shall be effective.

18. In combination, a track, a car thereon, a safety appliance for excessive speed on the car, a control relay on the car, apparatus on the car'adapted to change through a certain range and thereafter to actuate said appl1- ance, means associated with the track and influenced by the presence or absence of a train ahead on the track adapted to actuate said control relay, and means associated with the track thereafter to actuate said ap paratus on the car.

19. In combination, a track, a car thereon, a safety appliance for excessive speed on the car, a speed responsive device on the car connected to actuate said appliance on the attainment of a certain critical speed, means progressively to change the connection between said device and said appliance to reduce the critical speed, means disposed along the track adapted to actuate said first mentioned means, a control relay on the car adapted to determine the effectiveness of said first mentioned means and means associated with the track adapted to govern said control relay. j

20. In a speed control system for railways having tracks divided into blocks of varying track characteristics affecting the brakin distance of vehicles, in combination: speed control apparatus on a vehicle including a permissive speed device adapted to establish varying permissive speeds; and means comprising stationary elements distributed along the track in cooperative relation, with an element on the vehicle, for causing said permissive speed device to change from it's miximum speed position to its minimum speed position during the progress of the vehicle in each block, said trackway elements being distributed in accordance with varying braking distances of each block, whereby the permissive speed device is caused to change in accordance with local track conditions.

21. In a speed control system for railways having tracks divided into blocks of different length, in combination: speed control apparatus on a vehicle including a movable permissive speed device adapted to establish varying permissive speeds for the vehicle; means comprising an element on the vehicle cooperating with elements located at intervals along the track for moving said permissive speed device from its maximum speed position to successively lower speed positions during the progress of the vehicle in each block, said trackway elements being distributed differently "in the different length blocks to accord with the braking distance of the vehicle in that block; and traffic controlled means for restoring said permissive speed device or permitting its change under the influence of said trackway elements.

22. In a speed control system for railways having tracks divided into blocks, in combination: speed control apparatus on a vehicle adapted to enforce variable speed restrictions for the vehicle; and stationary ele-' ments distributed along the trackfor causing said apparatus to enforce successively lower speeds as the vehicle passes said elements, said trackway elements being distributed in the several blocks in accordance with the track characteristics thereof which affect the braking distances of the vehicle.

28. In an automatic speed control system for railways having tracks divided into blocks of different track characteristics affecting the braking distance of the vehicle, in combination: speed control apparatus on a vehicle comprising a speed-responsive device governed by the actual speed thereof, a changeable permissive speed device, and a brake setting appliance actuated when the actual speed of the vehicle exceeds its permissive speed; means on the vehicle for regulating the change of said permissive device; and trackway elements distributed along the track in each block in accordance with the local characteristics thereof for cooperating with said means, and thereby causing a change of said permissive speed device to successively lower speed conditions as the vehicle passes said trackway elements.

24. In an automatic speed control system for railways having tracks divided into blocks, in combination: speed control apparatus on a vehicle comprising a speedresponsive device connected to the wheels of the vehicle, a changeable permissive speed device, and a brake setting apliance adapted to apply the brakes when the actual speed of the vehicle exceeds the permissive speed prescribed by said permissive speed device; trackway elements in each block cooperating with means on the vehicle for causing said permissive speed device to change to successively lower speed conditions as the vehicle passes said trackway elements; and means for restoring said permissive device to its initial condition or permitting its change under the influence of said trackway elements in accordance with the presence or absence of other vehicles ahead.

25. In a train control system for railroads divided into blocks having track circuits, car apparatus comprising, a brake control appliance, a speed responsive device, speed setting means changeable from a normal condition to render said speed responsive device efiective to operate said appliance when the car exceeds a predetermined limiting speed, and trackway means cooperating with control means on the car to govern said speed setting means, said control means being initially actuated Without change of the speed setting means near the entrance to. each block when the next block in advance is occupied and being automa'tically restored to its normal condition occurred subsequent to an automatic restoranear the exit end of each block when the tion thereof. 10

' next block in advance is not occupied said In testimony whereof I affix my signature,

control means being further influenced at in presence of a witness.

an intermediate point in each block to cause i A the speed setting means to change from its (JARL RICHMOND normal condition provided said initial 210- WVitness:

tuation of the centre]. means has previously ILLIAM F, PALMER. 

